Train-order signal.



PATENTBD FEB. 17, 1903.

H. DE WALLACE. TRAIN ORDER SIGNAL, APPLICATION FILED MAY 16. 1901.

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APPLICATION FILED MAY 16. 1901.

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PATENTED FEB. 17, 1903.

H. DE WALLACE.

TRAIN ORDER SIGNAL.

APPLICATION FILED MAY 16. 1901.

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No. 720,569. PATENTED FEB. 17, 1903.

. H. DE WALLACE. TRAIN ORDER SIGNAL.

APPLICATION FILED MAY 16- 1901.

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TRAIN ORDER SIGNAL. APPLICATION FILED MAY 16. 1961.

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UNITED ST TESY P TENT QFFECE.

HARRY DE WALLACE, OF WATERTOW'N, NEW YORK.

TRAIN-ORDER SIG NAL.

SPECIFICATION formingpart of Letters Patent No. 720,569, dated February17, 1903.

Application filed May 16,1901.

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Be it known that I, HARRY DE WALLACE, of Watertown, Jeiferson county,New York, have invented certain new and useful Improvements inTrain-Order Signals, of which the following is a specification.

This invention relates to improvements in train-order signals andtrain-stopping devices of the class that are described and claimed inLetters Patent heretofore issued to me and numbered and dated asfollows: No. 617,232, dated January 3, 1899; No. 623,503, dated April18, 1899; No. 642,303, dated January 30, 1900, and No. 657,592, datedSeptember 11, 1900.

My present invention is designed to simplify and improve the mechanism,particularly of the train-order signal, shown and described in my patentof September 11, 1900; and the objects I have in view are especially tosimplify the disorder-alarm mechanism and to locate said mechanism andits reservoirs separatefrom the signal proper, so that they are readilyaccessible either for the purpose of adjustment and repair Withoutinterference with the signal mechanism and so that said reservoirs maybe made of sufficient size and strength to stand the heavy pressurerequired and to do the necessary work.

Another object of my present invention is to provide proper andefficient lubrication of the Working parts throughout the signal device,disorder-alarm, and the connections.

Other objects of the invention will appear from the following detaileddescription, taken in connection with the accompanying drawings, inwhich- Figure 1 is a front face view of the trainorder signal and thecooperating-disorderalarm device. Fig. 2 is a vertical section of thesame. Fig. 3 is a vertical section on a plane at right angles to thesection of Fig. 2, this section being taken on the line 3 3 of Fig. 2.Fig. 4 is a transverse section of the signal'device. Figs. 5 and 6 aredetails of the rotary valve. Fig. 7 is a transverse 'sec-' tion throughthe disorder-alarm reservoirs, showing the cylinders and'pistonsarranged therein. Fig. 8 is a sectional view of the main air-releasingvalve that is operated by the signal mechanism. Fig. 9 is a detailshowing the lubricating-reservoir and means Serial No. 60,543. (Nomodel.)

' for lubricating the driving-shafts. Fig. 10is a detail of thedisorder-alarmand'its controlling-valve. Figs. 11 and 12 are detailsshow ing improved constructions of the triggers that are connected tothe dial of the signal mechanism. Fig. 13 isa detail of the escapevalvefor the disorder-alarm reservoir. Fig. 14 shows the arrangement of themiter-gearing and inclosing case in the driving-shaft.

Figs. 15 and 16 are details of the worm-gear ing and connections,through which power is transmitted from the locomotive-axle to thedriving-shaft. Fig. 17 is a detail section of the strainer andreducing-valve. Fig. 18 is a detail of the strainer that is arranged inthe main air-pipe.

Fig. 19 is a transverse section of a locomotive-cab, showing thearrangement of my device therein. Fig. 20 is comotive.

In thedrawings, 2 represents a suitable base-plate upon which the partsof the signal mechanism and the disorder-alarm mechanism are arrangedand secured. The signal mechanism is provided with a suitableindependent base-plate 3, here shown as of circular form, secured to theplate 2 by means of'the clamping-lugs 4a A suitable casing 5, preferablyof circular form, is secured to the base-plate 3 and. incloses theoperating mechanism of the signaldevice. The disorder-alarm device ispreferably arranged above the signal mechanism and is secured to theplate 2 by suitable bolts 6, passing through lugs or ears 7 on the baseof the disorderalarm device. nal mechanism I arrange the operating-shaft8, which is provided with-the beveled gears 9 and 10, that are arrangedupon a sleeve and are adapted to be adjusted so that either one thereofmay engage the bevel-gear 11 upon a short shaft 12', this shaft beingarranged to drive the worm-shaft 13, that engages and drives theworm-wheel 14, by means of which the pointer or hand 15, arranged abovethe dials 16 and 17, is operated. Within the casing I also prefer tolocate the brake-valve 18 and the signal-whistle 19. These parts andWithin the casing of the sig- ICO in detail the construction of theparts of the signal mechanism or the mode of operation thereof in mypresent application. The driving-shaft 8 is mounted in bearings 21 and22, which are preferably formed integrally with the plate 3, although,if preferred, they may be formed separately and secured thereto. Theshaft 8 preferably extends through the upper bearing 22 and has a squareend 8. Arranged within the casing 5 is a valve-casing 23, consisting,preferably, of a short cylinder having a head orend 24, with the axis ofthe cylinder in line with the shaft 8. The cylinder end or head 24 hastwo ports or openings 25 formed therein and communicating with theinterior of the cylinder, (see Fig. 6,) and within the cylinder isarranged a rotating disk-valve 26, arranged to cover the ports 25 andhaving three openings 27 extending through said disk. These openings areso arranged that as the disk 26 is rotated said openings will pass overthe inner ends of the ports 25, permitting communication between theinterior of the valve-casing or cylinder 22 and each of said ports threetimes during each rotation of the disk 26. The disk 26 is secured to ashort shaft 28, which passes loosely through an opening in the head 24,and has, preferably, a square end 29, which is connected to the end 8 ofthe shaft 8 by a sleeve or coupling 30. By this means the disk 26 isrotated with the shaft 8. The end of the cylinder or valve-casing 22 ispreferably screw-threaded, and the head 24 is provided with a threadedportion which fits into the end of the casing. A gasket 31 is preferablyarranged in the joint; and the parts are secured together, so as to makethe joint ai r-tight. The head 24 is also preferably provided with thedepending lugs or feet 32, by means of which the said head and thevalve-casing or cylinder22 are secured firmly to the base-plate I preferto provide the upper end of the shaft 28 with a suitable shoulder, whichforms a bearing for the disk 26, and to secure said disk to the end ofthe shaft by asuitable screw 33. This disk being firmly secured to theshaft 28 turns freely with the shaft 28 and the shaft 8 ineitherdirection, according to the direction of rotation of the shaft 8.The opening through the head 2-4 is made considerably larger than theshaft 28, so as to permit at all times the complete and proper seatingof the disk 26 upon the inner face of the head 24. Aspring 34 isarranged within the casing 23 and bears at one end upon the disk 26, itsother end resting upon a disk 35,

the under surface of which is made with an annular depression, withinwhich are placed a series of balls 36, forming an antifrictionbearingfor said disk. These balls are provided for the purpose of eliminatingfriction and permitting the spring 34 and the disk 35 to rotate freelywith the disk 26. In avalve of this construction it is important thatthe pressure or resistance at the point of seating be as light aspossible consistent with perfect and reliable action. If the spring weretoo stiff it would cause the valve or the seat, or both, to cut.Therefore the spring must be very light, sufficient only to hold thedisk or valve 26 fairly againstits seat. If the spring did not revolvewith the disk 26 it would be liable to catch and interfere with theturning of the valve. The air-pressure, as will appear from the furtherdescription,increases the resistance upon the valve when the device isin operation. For these reasons I have adopted and prefer to use theconstruction of rotary valve herein shown, although I do not wish tolimit myself to this specific construction, as it is obvious that it maybe modified in manyparticulars without departing from my invention.

The valve-casing 23 is in connection with the train-pipe37,thisconnection beingformed through the casing of the brake-settingvalve 18 (see Fig. 8) and through the pipe 38, the reducing-valve 39,and the pipes 40 and 41. The direct and full air-pressure of thetrainline pipe is therefore constantly on the rotary valve 26 in thevalve-easing 23 unless the reducing-valve, hereinafter described, isadjusted so as to reduce the pressure which 6X- tends beyond it. Thedisorder-alarm reservoirs 43 are secured upon the base 2 in any suitablemanner, preferably by the bolt 6, hereinbefore referred to. Thesereservoirs and the mechanism connected with them are in duplicate. Pipesor tubes 42 are arranged to connect the ducts 25 in the head 24 of therotary-valve easing with the reservoirs 43. When the shaft 8 and thedisk-valve 26 are in motion, turning in either direction, as the ports27 in the disk 26 pass over the ports in the head 24 of the valve-casingthe air passes into the ducts or passages 25 and through the tubes 42into the reservoirs 43. It will therefore be seen that at eachrevolution of the valve 26 three pulsations of air-pressure will passthrough the ports 27 into the ducts 25 and through the tubes 42 into thereservoirs 43. It will be noted that there are but two of the ducts 25,while there are three ports 27 in the valve 26. The effect in operation,therefore, is to allow the compressed air to pass through but one of theducts 25 at a given time. Under this arrangement it isimpossible for thedisk 26 to stop in such position that the air will be passing throughmore than one of the ports and ducts at a given time. In practice itWill usually stop so that both ports are closed. This being the case, inthe event of the device stopping, either through a breakdown or from anyother cause, one or both of the reservoirs will cease to be suppliedwith compressed air and the disorder-alarm will be sounded in due timeby the automatic action of the device in the manner hereinafterdescribed.

The reservoirs 43 of the disorder-alarm device are preferably formedintegrally and will usually be constructed as a single casting, eachhaving an aperture in its outer pertion, surrounding which is a flange44. (See Fig. 7.) The wall of this aperture is screwthreaded, and acylinder 45, having an open inner end, is inserted into the aperture inthe reservoir and is secured therein by means of threads upon its outersurface, which engage the threads upon the walls of the opening.

A cap 46 is secured upon the outer end of the cylinder 45, said cylinderpreferably projecting slightly beyond the front of the reservoir and thecap being provided with a threaded flange which engages the threadedouter surface of the cylinder. .By this means the cylinder is secured inposition in the reservoir, and a tight joint is provided around theouter surface of the cylinder. The cap 46 is also preferably providedwith adepending tube 47, that is preferably formed integrally with saidcap. The cylinder 45 in each reservoir preferably extends nearly to thebottom or inner wall of the reservoir, and the inner end of the cylinderis open, as shown, for example,in Fig. 7. A piston-rod 48, provided witha button 49 on its outer end, passes through thecap 46 and through thetubularextension 47 upon said cap, and the inner end of said piston-rodis provided with a piston that fits snugly within the cylinder 45. Thispiston is preferably made up of the two disks 50 and 51, between which aleather or other packing 52 is arranged. These disks are secured to theend of the piston-rod by suitable nuts 53, and while the piston is freeto move freely within the cylinder it forms an air-tight joint with thewall thereof. A spring 54 is arranged surrounding the tube 47 andbetween the cap 46 and the outer plate 50 of the piston. The tube 47serves as a stop to limit the outward movement of the piston, and thistube also serves to prevent the spring from being entirely compressed orcompressed to too great an extent, and the spring cannot thereforebecomestrained or weakened. Pivoted upon the front walls of the reservoirs arethe levers 55, which extend over the ends of the cylinders and each ofwhich is provided with an opening through which the piston-rod 48extends. The pistons are adapted to travel freely without moving thelevers until they have been forced substantially to the inner ends ofthe cylinders, when the button 49 will come in contact with the lever55, and thereafter said lever will move with the piston-rod. Thedisorder-alarm valve and whistle is shown in detail in Fig. 10. Thisdevice consists of a small whistle 56, with a valvechamber 57 and a duct58 connecting with the outer part of the whistle. The tube 41 connectswith the inner part of the valvechamber, and a valve 59 is arranged insaid chamber and is provided with a stem 60, which extends through thefront of thevalvecasing. A lever 61 is pivoted on the valvecasing andextends over the end of the stem 60. This lever extends at right anglesto the levers and projects beneath both of said levers. The lever 61 isheld in its elevated position by means of the valve-stem 60, and it maybe depressed by depressing either of the levers 55. The casing for thedisorderalarm valve is preferably made separate and is provided withlugs 62, which project over the front of the reservoirs, and the casingis secured in position by means of the screws 63. The valve 59 consists,preferably, of a cylindric body arranged within the valvecasing andprovided with a series of longitudinal grooves 59 in its outer surface.This valve is adapted to seat at either endof the cavity in thevalve-casing, and therebyto shut off the passage of air to the alarm 56.When the valve 59 is seated at either end of the valve-casing, the airis shut off from the whistle or alarm 56. While the valve is.movingfromone position to the other-that is, while it is not seated at either endof the cavity-the air can pass from the tube 41 through the ducts 59,the duct 58 to the whistle 56,

and said whistle will be sounded during the interval of time while thevalve 59 is moving in the cavity in the valve-casing from'one of saidseats to the other.

Each reservoir is provided with a device which permits the air to slowlyleak out of the reservoir. The device which I preferto use for thispurpose is shown in position in one of the reservoirs in Fig. 3 of thedrawings, and it is shown in detail in Fig. 13. This device consists ofa bushing 64, which is screwed into the wall of the reservoir. Thisbushing may be screwed into any "part of the reservoir. Itis preferablyarranged in the face-wall thereof, as shown in Fig. 3. The bottom of thebushing has an opening or aperture therein communicating with theinterior of the reservoir. A screwthreaded plug 65 screws into thebushing, and it is provided with a small duct 67, as shown in Fig. 13 Apin 68 is inserted in the bottom of theplug, and it projects through thehole in the bottom of the bushing. The pin 68 is set into the as thescrew is turned the pin will sweep around in the hole and clear it ofany gummed oil-or other obstruction that may lodge in it. The plug 65may be adjusted so as to regulate the escape of air through the duct 67,and the plug may be quickly removed, if necessary, so as to clean theduct 67 or to clean the interior of the bushing. By removing the plug 65when the reservoirsare filled with compressed air the escape of the airthrough the interior of the bushing will blow all dirt and oily matterout of the bushing This readily adjustable and removable leak device isthe more important, as I now prefer to lubricate the piston-packings inthe cylinders, as

well as the rotary valve 26, by placing a small quantity of oil insideof the reservoirs when the pressure is off. This is preferably accomplishe'd by means of the plugs 69, arranged in the wall of eachreservoir. (See Fig. 7.)

plug in a slightly eccentric position, so that At such times asthere isno pressure in the reservoirs-as, for instance, when a stop of a fewminutes duration is made, or while the engine is lying at theroundhouse-the oil gravitates down the tubes 42 and through the ducts 25to the seat of the rotary valve. By this means the rotary disk-valve 26is lubricated. If one of the ports 27 of said disks happens to be openat the time when the device is not in motion and no pressure is on, thenthe oil will flow into the rotary-valve casing and remain there till thedevice is set in motion again and the pressure is turned on, when thecompressed air will force the oil out of the rotary-' valve casing andup into the reservoir. When the oil goes up into the reservoirs, as justdescribed, it is thoroughly broken up into the finest of vapor. Thisvaporized oil finds its way into the open ends of the cylinders,lubricating the packing of the piston thoroughly. This oil-vapor alsofinds its way to the leak device above described, and some of itnaturally escapes to the atmosphere through this vent. The oil thuscarried to the point of the leak will in the course of time become thickand gummy. Hence it is necessary to construct these parts so that theymay be readily cleared if they do become clogged.

From the foregoing detailed description it is believed that theoperation of the disorderalarm device will be readily understood. Whenthe device is in operation, the reservoirs will be constantly suppliedwith air under pressure by means of the rotary valve 26 and the tubesconnecting the rotary-valve casing with said reservoirs. The pressure ofair in the reservoirs will force the pistons outward against the ends ofthe tubes 47, as illustrated in Fig. 7 of the drawings. The valve 59will also be held by the pressure of the air in the pipe 41 against theouter seat in the valvecasing, and the valve-stem will project throughthe front of the valve-casing against thelever61. Aslongasthedeviceisinoperation a small quantity of air will constantlyescape through the duct 67in the plug 65. This, however, will be morethan compensated for by the uncovering of the ducts 25, as each port 27passes over the end of said duct in the rotation of the valve 26. Eachreservoir will therefore be kept filled wi th air at the desiredpressure, and the pistons and piston-rods will be held in their outerpositions,or, in other words, the pistons will be constantly heldagainst the ends of the tubes 47. When the train stops or a breakdown inthe signal mechanism occurs, or if for any reason the valve 26 ceases torotate, one or the other, or possibly both, of the ducts 25 will beclosed by the disk 26. As the air leaks out of each reservoir throughthe leak device already described the pressure will become reduced inthe reservoir, and after a short time, generally about a minute, thespring 54 will force the piston inward and the button 49 will move thecorresponding lever 55, and a movement of either lever 55 will move thelever 61, forcing the valve 59 slowly along in the cavity in thevalve-casing 57 until it becomes seated at the other end of the cavity.The valve 59 will travel slowly during this inward movement,owing to thefact that it is moving against the pressure of the air in the pipe ii.The valve 59 is made to fit the cavity in the valvecasing 57 just freelyenough to be readily forced outward when the engine starts up and freeenough to permit of being forced back to the seat at the inner end ofthe valvecavity by the spring 54 operating upon the piston in thereservoir. lVhile the valve 59 is traveling in the valve-cavity, the airfrom the pipe or tube 41 will pass through the flutes or ducts in theouter surface of the valve-body, and the Whistle will be sounded untilthe valve is seated again at the inner end of the cavity. When theengine starts up or when the rotary valves again begin to operate, thepressure of the springs will be taken off the levers 55 as the pistonsare forced outward by the pressure of air in the reservoirs, and the airfrom the pipe 41., entering the valve-casing 57, will force the valve 59outward, and the valve-stem 60, coming in contact with the lever 61,will force said lever outward, and the whistle will be sounded for ashort interval While the valve is traveling outward and until it hasbecome seated at the outer end of the cavity in the casing. The outwardmovement of the valve 59 is very quick as compared with its inwardmovement. During the inward movement the whistle will usually be soundedfor a period. of eight to ten seconds, while during the outward movementthe whistle will not be sounded longer than from one to two seconds.When the valve 59 is seated at either end of the valve-cavity, thewhistle will not be sounded, and, as before explained, this alarm willbe operated only during the interval of travel of the piston 59 in thecavity in the valve-casing 57.

In the device as I have constructed it the main shaft 8 makesseventy-seven revolutions during each mile of travel of the locomotive,and under the construction of rotary valve herein shown air is admittedto each of the reservoirs two hundred and thirty-one times per mile ofengine travel. The ports in the rotary valve are quite small, being, asusually constructed, only one-sixteenth of an inch in diameter; but withthe seventy pounds pressure from the train-pipe enough air passesthrough them to sustain the reservoirs at an even or apparently evengage at any rate of speed.

The combined reducing-valve and strainer 39 (shown in Fig. 2 and shownin detail in Fig. 17) is important in the operation of the device. Thisdevice is arranged between the main brake-setting valve 18 and therotary valve and the other disorder-alarm parts. The strainer is for thepurpose of straining the air and preventing dirt and the thick gummy oilfrom the pumps and other parts of the airbrake system from entering therotary-valve cylinders and connecting parts and interfer IIO ing withtheir free and efficient work. dust coming up through the air-pipeswears and cuts the valves and packing of the cylinder, and the thickoily substances cause the delicate parts to stick and clog. The objectof the reducing-valve is to reduce the full train-line pressure to asmaller amount-for instance, thirty-five or forty poundswhen it passesthrough the rotary valve and from that part into the reservoirs of thedisorderalarm attachment in order to reduce the friction or resistanceof theworking parts. By

- reducing the pressure in this way less power is required to operatethe rotary valves, there' is loss wear upon its parts, and the deviceadmits of much less bulky construction. The same advantages are alsoobtained in the reservoirs, the cylinders, the alarm-valve, thewhistle,and the other connected parts. The combined strainer andreducing-valve 89 consists of a valve-casing of suitable size (see Fig.17) having within it a cavity 70, with a removable cap 71, and thiscavity has-placed within it a small sponge or other fine poroussubstance. This substanceis packed into the space rather tightly. Thesponge or other straining material may he placed in the cavity afterremoval of the cap 71, and this cap, as shown in Fig. 2 of the drawings,is preferably arranged upon the outside of the casing 5. This permitsthe insertion and removal of the sponge or other straining materialwithout dismantling the machine. A suitable perforated disk of anysuitable material may be arranged upon either side of the sponge orother straining material, so as to prevent said material from beingcrowded into the airpassages. A valve 72, provided with a suitableValve-stem 7 3, which passes through the perforated disk 74, is heldagainst the valveseat by a suitable spring 76. The end of thevalve-casing is provided with a suitable plug 77, and the pipe 40,already described, is connected to a threaded opening in the plug 77.The disk 74 is preferably screwed into the valve-casing, and by means ofthis disk the tension of the spring upon the valve may be adjusted. I

In practical operation thespring 76 is usually compressed till it offersa resistance of thirty-five or forty pounds. By this means and for thepurpose hereinbefore pointed out the air-pressure at allpoints beyondthe combined strainer and reducing-valve will be reduced, and it may bereduced to any pressure desired.

It is essential that the apparatus of the train-order signal beautomatically lubricated while it is in operation, and it is verydesirable that the lubrication shall automatically cease as soon as orsoon after the machine ceases to operate. I have already explained themethod of lubricating the pistons in the disorder-alarm reservoirs andalso of lubricating the rotary valve and its seat.

lubrication of the rotary-valve seat there will be some oil that willpass out through the The In the head 24 and pass along the shaft 28 andupon the shaft 8. Sufficient oil will be supplied in this manner to theshaft 8 to lubricate all of the bearings and the tripping-worm on themain shaft 8 between the bearings 22 22. By this means the oil thatwastes through the rotary-valve-shaft bearing is permitted to gravitatethe full length of the shaft 8, and in its course it lubricates all ofthe hearings of that shaft. For the purpose of lubricating the bearingsof the worm-shaft 13and the other bearings of the device I provide anoiltank 80. (See Figs. 2 and 9.) This oil-tank is located in the upperpart of the casing 5 and is preferably provided with a filling-orificeand a cap 81, that is located outside of the casing 5. This cap closesthe filling-aperture, so as to make the tank air-tight. A single tube82'leads downward from the tank and conducts the oil into the hollow endof the worm-shaft 13. Theend of the wormshaft is hollowed out at 83 andis provided with a cross-duct 84 for the purpose of letting the oil outonto the worm, and then it gravitates down the worm-shaft to the workingparts below. This single tube oils all of the bearings of the signaldevice below the main-shaft bearings 22. The oiling device hereindescribed is, in effect, a temperature or expansion lubricator. When thecap is screwed down tight, the oil will not flow out through the singletube except upon a change of the temperature within the tank. This riseof temperature inside the tank causes an expansion of the air within thetank, and this displaces the oil and forces it out of the single tubeinto the end of the worm-shaft. In practice the tank will generally befilled at the roundhouse while the engine is either cold or while it isbeing fired up, and at that time-the slowly-rising temperature willbarely start the oil to flow out of the tube and down over the severalparts beneath the end ofthe tube which require lubrication; but notuntil the engine has become heated to a high degree, as after it hasstarted on its run, will the oil flow from the tube in any considerablequantity, and even during the run, from the fact that the temperature inthe cab while the engine is working is constantly changing, rising whenstops are made or when the speed is low and lowering when the speed hasattained a high rate, the feed of the oil is pro longed and extendedover the entire period of the engines run. This device, therefore, savesoil, equalizes its distribution, and keeps the mechanism constantly andfreely lubricated.

In Fig. 18 I have shown another and a larger strainer 85, which isplaced in the train-pipe between the pump and the main device, as willbe seen by reference to Fig. 20, where the device and its connectionsare shown on the locomotive. This strainer is made by using a heavycasting, known as a reducer, and a bushing, which is screwed into theend of the reducer. The bushing 86 forms a removable cap or end for thestrainer-casing or reducer, and within the casing when the device is inuse I place a suitable sponge or other like substance to accomplish thestraining of the air. Perforated disks 87 are placed inside of thecasing over the air-passages S9, and the sponge or straining material iscompressed between them. This strainer is in tended to catch and holdall of the coarse dirt and thick oily substance which is forced backinto the train-pipe by the air-pump. The strainer prevents this materialfrom reachingthesignaldevice. Experienceshows that some of the linerdirt will be forced through this strainer and be carried up into thesignal device; but as the main valve and the signal-whistle have largeOpenings and parts very fine dirt particles if nearly free from oilymatter have little bad effect upon these parts. The rotary valve andother disorderalarm parts being much smaller in construction and havingmore delicate work to perform, it has been found to be important inorder to secure their perfect operation to add the small straineralready described, which is located in connection with the airreducingvalve, as shown in Fig. 17. The small strainer and the reducing-valvealready described also serve to prevent the oil which flows to someextent by capillary attraction from the rotary valve from running downinto the main valve 18.

The signal mechanism is preferably driven from one of the axles of thelocomotive in the same general way as illustrated and described in mypatent of September, 1900. As here shown, the main driving-shaft 8 hascoupled to it a vertical shaft 90. This shaft is connected by suitablemiter-gears to a shaft 91, that extends forward along the side of thelocomotive and either above or below the running part. The forward endof this shaft has coupled to it the inclined shaft 92, and the end ofthis shaft is mounted in hearings in a casing 93 (see Figs. 15 and 16)and has the worm wheel 9% arranged within the easing and secured uponthe shaft 92 between its bearings. 95 represents a suitable base, formedwith lugs 90, and the casing 93 is arranged between these lugs (see Fig.16) and is held in place by the adjustable pulley-shaft 97, which ismounted in bearings in the lug 96 and passes through the casing 93 andhas secured upon it within the casing the wormgear 94. The worm 98 ispreferably secured to the shaft 97 by means of a pin 99, passing throughthe worm and through the shaft, and this pin is preferably opposite anopening in the casing 93, that is provided with a screwthreaded block100. By removing this block the pin can be removed and the shaftwithdrawn from the worm. The casing 93 has one side preferablydetachable and secured in position by any suitable means. The base 95 isclamped to the engine-frame in a position convenient for connecting thepulley 101, which is mounted upon the shaft 97 and the sheave placed onthe axle of the truck by means of a flexible steel belt. The sheave onthe axle may be attached to the axle between the wheels or to the end ofthe axle just outside of one of the wheels. The casing 93, with theworm-gear 94, as indicated by dotted lines in Fig. 15, may be swung toalmost any angle to afford suitable attachment to the other connectionsextending between said bracket and the mechanism in the cab. This makesa very convenient connection that may readily be adapted to any class ormake of engines. The casing 93 when assembled is oil-tight, and inoperation about once a round trip oil is put into it through a suitableopening at the top, and it lies at the bottom of the casing. The wormturning in this casing gathers up the oil, and as the worm revolves veryrapidly, even at a moderate speed of the locomotive, it throws the oilin every direction, thus lubricating all of the working parts andbearings perfectly.

In Fig. 14 I have shown aconvenient, compact, and dirt-proof miter-gearcasing for the connection between the shafts 90 and 91. The casing 102is preferably formed in two parts, held together by suitable screws orother means. The miter-gears 103 and 1041', which are secured to theshafts 105 and 90, respectively, are arranged within the casing 102. Thehorizontal short shaft 105 extends through the casing and is held fromlongitudinal movement or play by the collar 107 and its pin 108 at oneend and by the sleeve 109 and the pin 110 at the other end. The maindriving-shaft 91, extending from the Wormgear bracket, is attached tothe sleeve 109 through the socket 117 and is held in place and allowedsome lengthwise movement by a pin playing in the slot or hole 116. Thevertical shaft 90 is held in place by a collar 114; and pin 115, whichbears on the boss 118 on the miter gear casing. A small protectedopening is made at 119 for the purpose of oiling the miters. The casingis so constructed that the oil may at least half fill the case, and thegear 103 will pick it up and carry it to all the bearings. The practicalapplication of the miter-gear casing and its connections is shown inFig. 20. This casing may be placed either above or beneath the runningpart, and in either position will serve its purpose equally well.

In Figs. 3, 11, and 12 I have shown an important addition to thetrigger-shoe equipment of the main signal device. As here shown, 120represents one of the shoes secured to the under side of the small dial17. 121 is the rivet which is used to secure the shoe to the under sideof the small dial and upon which the shoe swivels, as in theconstruction shown and described in my patent of September, 1900. 122represents a small flat spring riveted to the shoe at 123. The other endof this spring is provided with a hole slightly larger than the shoulderof the rivet 121, but smaller than the head of the rivet. Beforeassembling these parts the spring is bent into the form shown on Fig.11, and when the rivet 121 is'inserted andvdrawn up it brings the freeend of the spring into the position shown beneath the dial in Fig. 12.The object of this spring is to keep the outer end of the shoe againstthe under side of the dial with sufficient tension to prevent it fromvibrating or swinging loosely about or getting out of position whenwanted for setting. When this spring is not used, the shoes will dropdown when released and several of them may become grouped together, andit also occurs sometimes that one shoe will drop down behind another, sothat when the trigger set is discharged by the pointer or hand theunused trigger will interfere with thereleasing of the signal." Underthe present construction when a trigger is discharged it will remainwhere it is released until Wanted again for setting, and the jar andvibration of the cab will not disturb its position.

As in my patent of September, 1900, the worm-shaft 13 is mounted uponstandards that are formed upon or secured to a movable plate 125, whichis preferably pivoted to the base-plate by means of a screw or pivot126. A bracket 127 is arranged upon the baseplate, and a spring 128engages this bracket and also engages the standard that is located atthe opposite end of the plate from the pivot 126, and this spring tendsto hold the plate 125 in such position that the worm on the shaft 13 isin engagement at all times with the worm-wheel 14. When it is desired todisengage the worm from the Worm-wheel, a slide 129, which extendsthrough the wall of the casing, is operated, and this slide tends tomove the plate 125 against the tension of the spring 128, so as todisengage the worm on the shaft 13 from the worm-wheel14. The

, disengagement of the worm from the wormwheel permits the hand orpointer to be set at zero at any time or permits it to be set at anydesired point on the dial.

I do not in this application claim the lubrieating device, herein shownand described, having claimed the same in a separate application, SerialNo. 95,298, filed February 24, 1902; nor do I claim the miter-gearcasing, having claimed the same in a separate application, Serial No.95,299, filed February 24, 1902; nor do I herein claim the gear-case andbracket, having claimed the same in a separate application, Serial No.95,297, filed February 24, 1902.

A detailed description of the operation of the device is believed to beunnecessary, as the foregoing description of the construction andarrangement of the various parts of the mechanism will disclose fullythe mode of operation, especially in view of my former pat-' entshereinbefore referred to, in which the operation of the signal deviceand the disorder-alarm is fully'set forth. I do not, however, confinemyself to the details of the construction of the various parts hereinshown and described, as it will be readily understood that many of themmay be varied in many particulars without departing from my invention.

I claim as my invention l. 'Ihe'combination, with a driving-shaft, ofadisorder-alarm mechanism,andacontinuously-rotating valve arranged tocontrol the disorder-alarm mechanism, substantially as of a plurality ofreservoirs, cylinders projecting into said reservoirs, pistons arrangedto travel in said cylinders, springs adapted to force said pistonsinward, meansfor supplying air under pressure to said reservoirs, analarm mechanism arranged to be operated by one or both of said pistons,and means for operating said alarm when either of said pistons ispermitted to travel inward in said cylinder, substantially as described.

5. The combination, with a driving-shaft, of a plurality of reservoirs,means for periodically supplying air under pressure to said reservoirs,cylinders projecting into said res-' ervoirs, pistons arranged in saidcylinders, springs adapted to force said pistons inward, adisorder-alarm valve, and means for oper: ating said alarm by the inwardtravel of either of said pistons, substantially as described.

6. The combination, with a driving-shaft, of a disorder-alarm, aplurality of reservoirs, a rotating valve adapted to admit air underpressure periodically to each of said reservoirs, a cylinder projectinginto each of said reservoirs, pistons arranged in said cylinders,"

springs for moving said pistons, and a disorder-alarm-controllin g valveadapted to be 0perated by the travel of either of said pistons,

substantially asdescribed. 7. The combination, with a driving-shaft, ofa rotary-valve casing, means for supplying air under presssure thereto,arotating valve, and means connecting said valve with said:

driving-shaft, substantially as described.

8. The combination, with the driving-shaft and the compressed-airreservoirs, of the ro-' tary-valve casing, means connecting said cas-IIO ing with said reservoirs, the rotating valve arranged toperiodically admitair to each of said reservoirs, and means forconnecting said valve with said driving-shaft, substantially asdescribed.

9. The combination, with the driving-shaft and the compressed-airreservoirs, of the rotary-valve casing 23, tubes connecting said casingwith said reservoirs, the rotary valve 26 connected with saiddriving-shaft, and the spring 34: arranged in said casing and engagingsaid valve, substantially as described.

10. The combination, with thedriving-shaft and the compressed-airreservoirs, of the rotary-valve casing 23, means connecting said casingwith said reservoirs, the disorderalarrn, a valve operating said alarm,a rotating valve arranged within said casing 23, and means connectingsaid valve with said driving-shaft, substantially as described.

11. The combination, with the disorderalarm and its valve, of aplurality of reservoirs,cylinders projecting into said reservoirs,pistons arranged in said reservoirs and adapted to move therein, springsfor moving said pistons against the pressure of air contained withinsaid reservoirs, a valve-operating lever, and means for operating saidlever from either of said pistons, substantially as described.

12. The combination, with the disorderalarm and its valve, of the compressed-air reservoir, a cylinder projecting into said reservoir andhaving an open end, a piston arranged Within said cylinder, a springengaging said piston, and means for operating the disorder-alarm valvefrom said piston, substantially as described.

13. The combination, with the disorderalarm and its valve, of thereservoir 43 and means for supplying compressed air thereto, a cylinderprojecting into said reservoir and provided with a tube 47, a pistonarranged within said cylinder, a spring engaging said piston, and meansfor operating the disorderalarm valve from said piston, substantially asdescribed.

14. The combination, with the reservoir and means for supplyingcompressed air thereto, of the cylinder projecting into said reservoir,a piston arranged within said cylinder, a spring engaging said piston, adisorder-alarm, a valve controlling said alarm, a lever 61 for operatingsaid valve, and a lever arranged to be operated by the movement of saidpiston, for the purpose set forth.

15. The combination, with the reservoir, of the bushing 64 arranged inthe wall of said reservoir, the plug 65 engaging said bushing andprovided with the rod or pin 68 and with the duct (57, substantially asdescribed.

16. The combination, with the disorder alarm or signal 56, of thevalve-casing, means for supplying air to said casing, means forconnecting said casing with said alarm, the plunger 59 arranged in saidcasing and provided with the groove 59', and means for controlling themovement of said plunger, substantially as described.

17. The combination, with the signal mechanism provided with the trigger120, of a suitable spring 122 engaging said trigger and adapted to holdthe same in position, substantially as described.

18. The combination, with the signal mechanism and the dial thereof, ofthe series of triggers arranged to be engaged with the edge of saiddial, suitable springs engaging said triggers and adapted to hold thesame, when not in use, in any desired position, substantially asdescribed.

In testimony whereof I have hereunto set hand, at Watertown, New York,this 14th day of May, 1901.

HARRY DE WVALLAOE.

In presence of-- HENRY J. MCCORMICK, DELOS .M. OosGRovn.

